Waveguide Apparatus with High Speed Dual Channel Wireless Contactless Rotary Joint

ABSTRACT

A vehicle having a communication system is disclosed. The system includes two electrical couplings, coupled by way of a rotary joint having a bearing waveguide. Each electrical coupling includes an interface waveguide configured to couple to external signals. Each electrical coupling also includes a waveguide section configured to propagate electromagnetic signals between the interface waveguide and the bearing waveguide of the rotary joint. Additionally, the rotary joint is configured to allow one electrical coupling to rotate with respect to the other electrical coupling. An axis of rotation of the rotary joint is defined by a center of a portion of the waveguides. Yet further, the rotary joint allows electromagnetic energy to propagate between the waveguides of the electrical couplings.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.16/533,519, filed on Aug. 6, 2019, which is a continuation-in-part ofand claims priority to U.S. patent application Ser. No. 15/789,533,filed on Oct. 20, 2017, the entire contents of each is herebyincorporated by reference.

BACKGROUND

Unless otherwise indicated herein, the materials described in thissection are not prior art to the claims in this application and are notadmitted as prior art by inclusion in this section.

Vehicles can be configured to operate in an autonomous mode in which thevehicle navigates through an environment with little or no input from adriver. Such autonomous vehicles can include one or more sensors thatare configured to detect information about the environment in which thevehicle operates. The vehicle and its associated computer-implementedcontroller use the detected information to navigate through theenvironment. For example, if the sensor(s) detect that the vehicle isapproaching an obstacle, as determined by the computer-implementedcontroller, the controller adjusts the vehicle's directional controls tocause the vehicle to navigate around the obstacle.

One such sensor is a light detection and ranging (LIDAR) device. A LIDARactively estimates distances to environmental features while scanningthrough a scene to assemble a cloud of point positions indicative of thethree-dimensional shape of the environmental scene. Individual pointsare measured by generating a laser pulse and detecting a returningpulse, if any, reflected from an environmental object, and determiningthe distance to the reflective object according to the time delaybetween the emitted pulse and the reception of the reflected pulse. Thelaser, or set of lasers, can be rapidly and repeatedly scanned across ascene to provide continuous real-time information on distances toreflective objects in the scene. LIDAR, and other sensors, may createlarge amounts of data. It may be desirable to communicate this data, ora variant of this data, to various systems of the vehicle.

SUMMARY

Disclosed are electrical devices that may be used for the communicationof signals to and from the various sensors of the vehicle. For example,one or more sensors may be mounted on the roof of the vehicle, such asin a sensor dome. During the operation of the sensor, the sensor may berotated, such as by way of being mounted on a rotating platform.Although the sensor and platform are rotating, it may be desirable forthe sensor to be in data communication with components on the vehicle,such as a data processor associated with the sensor. Therefore, it maybe desirable to have a system to communicate signals between therotating sensor and the vehicle reliably.

Some embodiments of the present disclosure provide a system. The systemincludes a rotational bearing configured to enable a platform to rotate,wherein the rotational bearing includes a bearing waveguide having afirst end and a second end. The system also includes a vehicle-mountedcommunication unit. The vehicle-mounted communication unit includes afirst set of one or more first communication chips including a firstantenna. The vehicle-mounted communication unit also includes at leastone interface waveguide configured to couple first electromagneticsignals to and from the first antenna. Additionally, the vehicle-mountedcommunication unit includes a first waveguide section having a firstdistal end bordering the first end of the bearing waveguide, and a firstproximal end to which the at least one interface waveguide is coupled.The system also includes a platform-mounted communication unit. Theplatform-mounted communication unit includes a second set of one or morecommunication chips including a second antenna. The platform-mountedcommunication unit also includes at least one interface waveguideconfigured to couple second electromagnetic signals to and from thesecond antenna. Additionally, the platform-mounted communication unitincludes a second waveguide section having a first distal end borderingthe second end of the bearing waveguide, and a first proximal end towhich the at least one interface waveguide is coupled. Further, therotational bearing of the system is configured to allow theplatform-mounted communication unit to rotate with respect to thevehicle-mounted communication unit, and the rotary joint allows thefirst and second electromagnetic signals to propagate between theplatform-mounted communication unit and the vehicle-mountedcommunication unit.

Some embodiments of the present disclosure provide a method. A methodincludes transmitting, by a first antenna of a first set of one or morecommunication chips, into a first interface waveguide of a firstplurality of waveguides of a first electrical coupling, firstelectromagnetic signals. The method also includes transmitting, by asecond antenna of the first set of one or more communication chips, intoa second interface waveguide of the first plurality of waveguides of thefirst electrical coupling, second electromagnetic signals. The methodfurther includes coupling, by the first plurality of waveguides, thefirst and second electromagnetic signals into a first waveguide section,where the first waveguide section includes a first distal end borderinga bearing waveguide of a rotary joint, a first proximal end to which thefirst plurality of interface waveguides are coupled, and a first septum.Additionally, the method includes inducing, by the first septum, arespective mode into each of the first and second electromagneticsignals from the first plurality of interface waveguides, where a firstmode of the respective modes is orthogonal to the second mode of therespective modes. Moreover, the method includes coupling the first andsecond electromagnetic signals from the first waveguide section to thebearing waveguide section of the rotary joint, where the bearingwaveguide section is part of a rotary joint, and the bearing waveguidesection comprises a first end coupled to the first waveguide section anda second end coupled to a second waveguide section. Yet further, themethod includes coupling the first and second electromagnetic signalsfrom the bearing waveguide section to a second waveguide section, wherethe second waveguide section is part of a second electrical coupling andincludes a second distal end, a second proximal end to which a secondplurality of interface waveguides are coupled, and a second septum. Inaddition, the method includes dividing, by the second septum, the firstand second electromagnetic signals received from the bearing waveguidesection to the second plurality of interface waveguides, where dividingthe first and second electromagnetic signals to the second plurality ofinterface waveguides comprises (i) coupling a first subset of the firstand second electromagnetic signals into a third interface waveguide ofthe second plurality of interface waveguides such that the first subsetof the first and second electromagnetic signals is coupled having thefirst mode and (ii) coupling a second subset of the first and secondelectromagnetic signals into a fourth interface waveguide of the secondplurality of interface waveguides such that the second subset of thefirst and second electromagnetic signals is coupled having the secondmode that is orthogonal to the first mode. And, the method also includescoupling, by the second plurality of waveguides, the first and secondsubsets of the first and second electromagnetic signals to a thirdantenna of a second set of one or more communication chips and a fourthantenna of the second set of one or more communication chips.Furthermore, the method includes the rotary joint being configured toallow the first electrical coupling to rotate with respect to the secondelectrical coupling.

Some embodiments of the present disclosure provide a vehicle. Thevehicle includes a sensor unit comprising a first set of one or morecommunication chips including a first antenna and a second antenna. Thevehicle also includes a second set of one or more communication chipsdisposed at a location different from the sensor unit, including a thirdantenna and a fourth antenna, where the first set of one or morecommunication chips and the second set of one or more communicationchips are configured to engage in two-way communication with each other.The vehicle further includes a rotary joint, having a bearing waveguide.The vehicle also includes a first electrical coupling. The firstelectrical coupling includes a first plurality of interface waveguidesincluding (i) a first interface waveguide configured to couple firstelectromagnetic signals to and from the first antenna and (ii) a secondinterface waveguide configured to couple second electromagnetic signalsto and from the second antenna. The first electrical coupling alsoincludes a first waveguide section. The first waveguide section includesa first distal end bordering the bearing waveguide, a first proximal endto which the first plurality of interface waveguides are coupled, and afirst septum configured to induce a respective mode into each of thefirst and second electromagnetic signals from the first plurality ofinterface waveguides, where a first mode of the respective modes isorthogonal to the second mode of the respective modes. The vehiclefurther includes a second electrical coupling. The second electricalcoupling includes a second plurality of interface waveguides including(i) a third interface waveguide configured to couple thirdelectromagnetic signals to and from the third antenna and (ii) a fourthinterface waveguide configured to couple fourth electromagnetic signalsto and from the fourth antenna. The second electrical coupling alsoincludes a second waveguide section. The second waveguide sectionincludes a second distal end bordering the bearing waveguide, a secondproximal end to which the second plurality of interface waveguides arecoupled, and a second septum configured to divide the first and secondelectromagnetic signals received from the bearing waveguide section,where dividing the first and second electromagnetic signals to thesecond plurality of interface waveguides comprises (i) coupling a firstsubset of the first and second electromagnetic signals into a thirdinterface waveguide of the second plurality of interface waveguides suchthat the first subset of the first and second electromagnetic signals iscoupled having the first mode and (ii) coupling a second subset of thefirst and second electromagnetic signals into a fourth interfacewaveguide of the second plurality of interface waveguides such that thesecond subset of the first and second electromagnetic signals is coupledhaving the second mode that is orthogonal to the first mode. The rotaryjoint of the vehicle is configured to allow the first electricalcoupling to rotate with respect to the second electrical coupling, andwherein the rotary joint allows the first, second, third, and fourthelectromagnetic signals to propagate between the first waveguide sectionand the second waveguide section.

These as well as other aspects, advantages, and alternatives, willbecome apparent to those of ordinary skill in the art by reading thefollowing detailed description, with reference where appropriate to theaccompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a functional block diagram depicting aspects of an exampleautonomous vehicle.

FIG. 2 depicts exterior views of an example autonomous vehicle.

FIG. 3 illustrates an example waveguide system that forms a contactlesselectrical coupling.

FIG. 4A illustrates an example microchip having an antenna.

FIG. 4B illustrates an example microchip having two antennas.

FIG. 5 illustrates an example septum of a waveguide.

FIG. 6 illustrates another example waveguide system.

FIG. 7 illustrates an example method.

DETAILED DESCRIPTION I. Overview

It can be desirable to provide communication of signals to and from thevarious sensors of the vehicle. For example, one or more sensors may bemounted on the roof of the vehicle. During the operation of the sensor,the sensor may be rotated (e.g., 360°) about a vertical axis, such as byway of being mounted on a rotating platform. Although the sensor andplatform are rotating, it may be desirable for the sensor to be in datacommunication with components on the vehicle, such as a sensorprocessor. Therefore, it may be desirable to have a system that canreliably communicate signals between the rotating sensor and thenon-rotating components.

The rotation of the platform device may present challenges intransmitting communications to, and receiving communications from therespectively rotatable sensor. In particular, it may be undesirable touse cables to transmit communications to, and/or receive communicationsfrom the rotatable sensor because, for example, the cables may sufferdamage (e.g., due to friction) or become entangled during the rotationof the rotatable sensor.

Disclosed are contactless electrical couplings configured to transmitcommunications to, and receive communications from a rotatable sensor.The contactless electrical couplings may include a vehicle electricalcoupling configured to be mounted on a vehicle and a sensor-sideelectrical coupling electrically coupled to a rotatable sensor. Thecontactless electrical couplings may be configured to communicateradio-frequency communications. In some examples, the radio-frequencycommunications may take the form of electromagnetic energy having awavelength between 50 and 100 Gigahertz (GHz). In various otherexamples, the electromagnetic energy may have different frequencies.

The non-rotational side electrical coupling may include (i) at least onecommunication chip, (ii) at least one interface waveguide, (iii) a firstseptum, and (iv) a first waveguide section. Similarly, the sensor-sideelectrical coupling may include (i) at least one communication chip,(ii) at least one interface waveguide, (iii) a second septum, and (iv) asecond waveguide section. The two sections may be communicably coupledby way of a waveguide section mounted within a bearing. The bearing mayfacilitate the rotation of the sensor platform. In order to transmitcommunications between the two sections, the two waveguide sections andthe bearing waveguide section may form a rotary joint.

Herein, a “rotary joint” may refer to a mechanism (or lack thereof) thatenables one section of the waveguide to rotate with respect to the othersection, and also enables electromagnetic energy to propagate down thelength of the waveguide between the two sections, without resulting inany undesirable loss. In essence, the rotary joint electrically couplesthe two waveguide sections by way of the bearing waveguide section. Insome examples, the rotary joint may take the form of two (or more) airgaps (e.g., an air gap between respective ends of the waveguide sectionsequaling approximately 2 millimeters (mm)).

In practice, one portion of the present waveguide system may be mountedto the vehicle, in communication with a sensor processor, while anotherportion is mounted to the sensor unit, in communication with a sensor,and a third waveguide is mounted within a bearing section. In someexamples, the portion mounted to the vehicle may be integrated withinthe vehicle itself. In some other examples, the portion mounted to thevehicle may be coupled to the outside of the vehicle, such as aremovable sensor unit that can be coupled to the vehicle. For example,the present system may be a single unit that can be connected to avehicle to provide sensor functionality, thus, the full system may becoupled to a position on the vehicle, such as a roof.

When the sensor unit is mounted the vehicle, the three portions of thewaveguides may be brought proximate to each respective end of thebearing waveguide, forming the air gap between each waveguide and thebearing waveguide. During the operation of the waveguide system,vibrations and the rotation of the sensor units may cause the spacing ofthe air gap and the alignment of the waveguide sections to change. Thepresent system allows for some movement of the various waveguidesections with respect to one another, while maintaining functionality.

As another example, the rotary joint may take the form of a dielectricwaveguide or other component configured to couple between two waveguidesections and support rotation of one or both sections around a verticalaxis or axes. In such examples, the dielectric waveguide or othercomponent may be configured to align the two sections (e.g., alignedsuch that the same vertical axis passes through the centers of bothsections). However, in these and other examples, there may be scenariosin which the two sections may not be aligned. For instance, thewaveguide system may reliably operate with the two centers having amisalignment up to a maximum of approximately 1 mm, or perhaps anothermaximum in a different implementation.

The waveguide sections may take various forms. In some embodiments, forinstance, the waveguide sections may be circular waveguide sections, oranother shape of waveguide sections. In other embodiments, the waveguidesections may be square waveguide sections, rectangular waveguidesections, or another type of polygonal-shaped waveguide sections. Otherwaveguide section shapes are possible as well.

When the sections are aligned, the rotation of one waveguide sectionwith respect to the other may be rotation around a central axis of thewaveguide. However, in some implementations, one section may rotate withrespect to the other section without the two sections being aligned.Although the present system will be described as having a vehicle sideand a sensor side, in practice, the system may be reciprocal. Areciprocal system will behave similarly when operating forward andbackward. Therefore, the terms vehicle side, sensor side, transmission,and reception may be used interchangeably in various examples.

During the operation of the waveguide system, an electromagnetic signalmay be created by a communication chip. The communication chip mayinclude an integrated antenna. This antenna transmits theelectromagnetic signal outside of the chip. This transmitted signal maybe coupled into an interface waveguide. The interface waveguide may bedesigned to efficiently couple signals to and from the communicationchip. The interface waveguide may be further configured to couple theelectromagnetic signal into a waveguide. The waveguide may include aseptum configured to launch a propagation mode in the waveguide. Thepropagation mode may cause the electromagnetic signal to propagate downthe length of a waveguide. The waveguide may have three sections. Themiddle section of the three sections may be located in a bearing sectionof a rotary joint.

After the electromagnetic energy crosses the rotary joint, it mayencounter a second septum. The second septum may cause the propagationmode to couple the electromagnetic energy into a second interfacewaveguide. The second interface waveguide may couple the electromagneticenergy out of the second interface waveguide into an antenna locatedwithin another communication chip. Therefore, the two communicationchips may be in communication with each other by way of the rotary jointand the waveguides. The present system may have high isolation betweenthe input ports of the various interface waveguides. In practice, if asignal is injected into first interface waveguide of the vehicle side(or the sensor side), the other interface waveguide on the same sidewill see none of (or a very small percentage) of the signal injectedinto the interface waveguide. Thus, there is a very small ornon-existent signal “spillover” from one interface waveguide to theother interface waveguide on the same side of the rotary joint.

An example autonomous vehicle is described below in connection withFIGS. 1-2, while an example rotatable waveguide system is describedbelow in connection with FIGS. 3-7.

II. Example Autonomous Vehicle System

In example embodiments, an example autonomous vehicle system may includeone or more processors, one or more forms of memory, one or more inputdevices/interfaces, one or more output devices/interfaces, andmachine-readable instructions that when executed by the one or moreprocessors cause the system to carry out the various functions, tasks,capabilities, etc., described above.

Example systems within the scope of the present disclosure will bedescribed in greater detail below. An example system may be implementedin, or may take the form of, an automobile. However, an example systemmay also be implemented in or take the form of other vehicles, such ascars, trucks, motorcycles, buses, boats, airplanes, helicopters, lawnmowers, earth movers, boats, snowmobiles, aircraft, recreationalvehicles, amusement park vehicles, farm equipment, constructionequipment, trams, golf carts, trains, and trolleys. Other vehicles arepossible as well.

FIG. 1 is a functional block diagram illustrating a vehicle 100according to an example embodiment. The vehicle 100 is configured tooperate fully or partially in an autonomous mode, and thus may bereferred to as an “autonomous vehicle.” For example, a computer system112 can control the vehicle 100 while in an autonomous mode via controlinstructions to a control system 106 for the vehicle 100. The computersystem 112 can receive information from one or more sensor systems 104,and base one or more control processes (such as setting a heading so asto avoid a detected obstacle) upon the received information in anautomated fashion.

The autonomous vehicle 100 can be fully autonomous or partiallyautonomous. In a partially autonomous vehicle some functions canoptionally be manually controlled (e.g., by a driver) some or all of thetime. Further, a partially autonomous vehicle can be configured toswitch between a fully-manual operation mode and a partially-autonomousand/or a fully-autonomous operation mode.

The vehicle 100 includes a propulsion system 102, a sensor system 104, acontrol system 106, one or more peripherals 108, a power supply 110, acomputer system 112, and a user interface 116. The vehicle 100 mayinclude more or fewer subsystems and each subsystem can optionallyinclude multiple components. Further, each of the subsystems andcomponents of vehicle 100 can be interconnected and/or in communication.Thus, one or more of the functions of the vehicle 100 described hereincan optionally be divided between additional functional or physicalcomponents, or combined into fewer functional or physical components. Insome further examples, additional functional and/or physical componentsmay be added to the examples illustrated by FIG. 1.

The propulsion system 102 can include components operable to providepowered motion to the vehicle 100. In some embodiments the propulsionsystem 102 includes an engine/motor 118, an energy source 119, atransmission 120, and wheels/tires 121. The engine/motor 118 convertsenergy source 119 to mechanical energy. In some embodiments, thepropulsion system 102 can optionally include one or both of enginesand/or motors. For example, a gas-electric hybrid vehicle can includeboth a gasoline/diesel engine and an electric motor.

The energy source 119 represents a source of energy, such as electricaland/or chemical energy, that may, in full or in part, power theengine/motor 118. That is, the engine/motor 118 can be configured toconvert the energy source 119 to mechanical energy to operate thetransmission. In some embodiments, the energy source 119 can includegasoline, diesel, other petroleum-based fuels, propane, other compressedgas-based fuels, ethanol, solar panels, batteries, capacitors,flywheels, regenerative braking systems, and/or other sources ofelectrical power, etc. The energy source 119 can also provide energy forother systems of the vehicle 100.

The transmission 120 includes appropriate gears and/or mechanicalelements suitable to convey the mechanical power from the engine/motor118 to the wheels/tires 121. In some embodiments, the transmission 120includes a gearbox, a clutch, a differential, a drive shaft, and/oraxle(s), etc.

The wheels/tires 121 are arranged to stably support the vehicle 100while providing frictional traction with a surface, such as a road, uponwhich the vehicle 100 moves. Accordingly, the wheels/tires 121 areconfigured and arranged according to the nature of the vehicle 100. Forexample, the wheels/tires can be arranged as a unicycle, bicycle,motorcycle, tricycle, or car/truck four-wheel format. Other wheel/tiregeometries are possible, such as those including six or more wheels. Anycombination of the wheels/tires 121 of vehicle 100 may be operable torotate differentially with respect to other wheels/tires 121. Thewheels/tires 121 can optionally include at least one wheel that isrigidly attached to the transmission 120 and at least one tire coupledto a rim of a corresponding wheel that makes contact with a drivingsurface. The wheels/tires 121 may include any combination of metal andrubber, and/or other materials or combination of materials.

The sensor system 104 generally includes one or more sensors configuredto detect information about the environment surrounding the vehicle 100.For example, the sensor system 104 can include a Global PositioningSystem (GPS) 122, an inertial measurement unit (IMU) 124, a RADAR unit126, a laser rangefinder/LIDAR unit 128, a camera 130, and/or amicrophone 131. The sensor system 104 could also include sensorsconfigured to monitor internal systems of the vehicle 100 (e.g., 02monitor, fuel gauge, engine oil temperature, wheel speed sensors, etc.).One or more of the sensors included in sensor system 104 could beconfigured to be actuated separately and/or collectively in order tomodify a position and/or an orientation of the one or more sensors.

The GPS 122 is a sensor configured to estimate a geographic location ofthe vehicle 100. To this end, GPS 122 can include a transceiver operableto provide information regarding the position of the vehicle 100 withrespect to the Earth.

The IMU 124 can include any combination of sensors (e.g., accelerometersand gyroscopes) configured to sense position and orientation changes ofthe vehicle 100 based on inertial acceleration.

The RADAR unit 126 can represent a system that utilizes radio signals tosense objects within the local environment of the vehicle 100. In someembodiments, in addition to sensing the objects, the RADAR unit 126and/or the computer system 112 can additionally be configured to sensethe speed and/or heading of the objects.

Similarly, the laser rangefinder or LIDAR unit 128 can be any sensorconfigured to sense objects in the environment in which the vehicle 100is located using lasers. The laser rangefinder/LIDAR unit 128 caninclude one or more laser sources, a laser scanner, and one or moredetectors, among other system components. The laser rangefinder/LIDARunit 128 can be configured to operate in a coherent (e.g., usingheterodyne detection) or an incoherent detection mode.

The camera 130 can include one or more devices configured to capture aplurality of images of the environment surrounding the vehicle 100. Thecamera 130 can be a still camera or a video camera. In some embodiments,the camera 130 can be mechanically movable such as by rotating and/ortilting a platform to which the camera is mounted. As such, a controlprocess of vehicle 100 may be implemented to control the movement ofcamera 130.

The sensor system 104 can also include a microphone 131. The microphone131 can be configured to capture sound from the environment surroundingvehicle 100. In some cases, multiple microphones can be arranged as amicrophone array, or possibly as multiple microphone arrays.

The control system 106 is configured to control operation(s) regulatingacceleration of the vehicle 100 and its components. To effectacceleration, the control system 106 includes a steering unit 132,throttle 134, brake unit 136, a sensor fusion algorithm 138, a computervision system 140, a navigation/pathing system 142, and/or an obstacleavoidance system 144, etc.

The steering unit 132 is operable to adjust the heading of vehicle 100.For example, the steering unit can adjust the axis (or axes) of one ormore of the wheels/tires 121 so as to effect turning of the vehicle. Thethrottle 134 is configured to control, for instance, the operating speedof the engine/motor 118 and, in turn, adjust forward acceleration of thevehicle 100 via the transmission 120 and wheels/tires 121. The brakeunit 136 decelerates the vehicle 100. The brake unit 136 can usefriction to slow the wheels/tires 121. In some embodiments, the brakeunit 136 inductively decelerates the wheels/tires 121 by a regenerativebraking process to convert kinetic energy of the wheels/tires 121 toelectric current.

The sensor fusion algorithm 138 is an algorithm (or a computer programproduct storing an algorithm) configured to accept data from the sensorsystem 104 as an input. The data may include, for example, datarepresenting information sensed at the sensors of the sensor system 104.The sensor fusion algorithm 138 can include, for example, a Kalmanfilter, Bayesian network, etc. The sensor fusion algorithm 138 providesassessments regarding the environment surrounding the vehicle based onthe data from sensor system 104. In some embodiments, the assessmentscan include evaluations of individual objects and/or features in theenvironment surrounding vehicle 100, evaluations of particularsituations, and/or evaluations of possible interference between thevehicle 100 and features in the environment (e.g., such as predictingcollisions and/or impacts) based on the particular situations.

The computer vision system 140 can process and analyze images capturedby camera 130 to identify objects and/or features in the environmentsurrounding vehicle 100. The detected features/objects can includetraffic signals, roadway boundaries, other vehicles, pedestrians, and/orobstacles, etc. The computer vision system 140 can optionally employ anobject recognition algorithm, a Structure From Motion (SFM) algorithm,video tracking, and/or available computer vision techniques to effectcategorization and/or identification of detected features/objects. Insome embodiments, the computer vision system 140 can be additionallyconfigured to map the environment, track perceived objects, estimate thespeed of objects, etc.

The navigation and pathing system 142 is configured to determine adriving path for the vehicle 100. For example, the navigation andpathing system 142 can determine a series of speeds and directionalheadings to effect movement of the vehicle along a path thatsubstantially avoids perceived obstacles while generally advancing thevehicle along a roadway-based path leading to an ultimate destination,which can be set according to user inputs via the user interface 116,for example. The navigation and pathing system 142 can additionally beconfigured to update the driving path dynamically while the vehicle 100is in operation on the basis of perceived obstacles, traffic patterns,weather/road conditions, etc. In some embodiments, the navigation andpathing system 142 can be configured to incorporate data from the sensorfusion algorithm 138, the GPS 122, and one or more predetermined maps soas to determine the driving path for vehicle 100.

The obstacle avoidance system 144 can represent a control systemconfigured to identify, evaluate, and avoid or otherwise negotiatepotential obstacles in the environment surrounding the vehicle 100. Forexample, the obstacle avoidance system 144 can effect changes in thenavigation of the vehicle by operating one or more subsystems in thecontrol system 106 to undertake swerving maneuvers, turning maneuvers,braking maneuvers, etc. In some embodiments, the obstacle avoidancesystem 144 is configured to automatically determine feasible(“available”) obstacle avoidance maneuvers on the basis of surroundingtraffic patterns, road conditions, etc. For example, the obstacleavoidance system 144 can be configured such that a swerving maneuver isnot undertaken when other sensor systems detect vehicles, constructionbarriers, other obstacles, etc. in the region adjacent the vehicle thatwould be swerved into. In some embodiments, the obstacle avoidancesystem 144 can automatically select the maneuver that is both availableand maximizes safety of occupants of the vehicle. For example, theobstacle avoidance system 144 can select an avoidance maneuver predictedto cause the least amount of acceleration in a passenger cabin of thevehicle 100.

The vehicle 100 also includes peripherals 108 configured to allowinteraction between the vehicle 100 and external sensors, othervehicles, other computer systems, and/or a user, such as an occupant ofthe vehicle 100. For example, the peripherals 108 for receivinginformation from occupants, external systems, etc. can include awireless communication system 146, a touchscreen 148, a microphone 150,and/or a speaker 152.

In some embodiments, the peripherals 108 function to receive inputs fora user of the vehicle 100 to interact with the user interface 116. Tothis end, the touchscreen 148 can both provide information to a user ofvehicle 100, and convey information from the user indicated via thetouchscreen 148 to the user interface 116. The touchscreen 148 can beconfigured to sense both touch positions and touch gestures from auser's finger (or stylus, etc.) via capacitive sensing, resistancesensing, optical sensing, a surface acoustic wave process, etc. Thetouchscreen 148 can be capable of sensing finger movement in a directionparallel or planar to the touchscreen surface, in a direction normal tothe touchscreen surface, or both, and may also be capable of sensing alevel of pressure applied to the touchscreen surface. An occupant of thevehicle 100 can also utilize a voice command interface. For example, themicrophone 150 can be configured to receive audio (e.g., a voice commandor other audio input) from a user of the vehicle 100. Similarly, thespeakers 152 can be configured to output audio to the user of thevehicle 100.

In some embodiments, the peripherals 108 function to allow communicationbetween the vehicle 100 and external systems, such as devices, sensors,other vehicles, etc. within its surrounding environment and/orcontrollers, servers, etc., physically located far from the vehicle thatprovide useful information regarding the vehicle's surroundings, such astraffic information, weather information, etc. For example, the wirelesscommunication system 146 can wirelessly communicate with one or moredevices directly or via a communication network. The wirelesscommunication system 146 can optionally use 3G cellular communication,such as-Code-Division Multiple Access (CDMA), Evolution-Data Optimized(EV-DO), Global System for Mobile communications (GSM)/General PacketRadio Surface (GPRS), and/or 4G cellular communication, such asWorldwide Interoperability for Microwave Access (WiMAX) or Long-TermEvolution (LTE). Additionally or alternatively, wireless communicationsystem 146 can communicate with a wireless local area network (WLAN),for example, using WiFi. In some embodiments, wireless communicationsystem 146 could communicate directly with a device, for example, usingan infrared link, Bluetooth®, and/or ZigBee®. The wireless communicationsystem 146 can include one or more dedicated short-range communication(DSRC) devices that can include public and/or private datacommunications between vehicles and/or roadside stations. Other wirelessprotocols for sending and receiving information embedded in signals,such as various vehicular communication systems, can also be employed bythe wireless communication system 146 within the context of the presentdisclosure.

As noted above, the power supply 110 can provide power to components ofvehicle 100, such as electronics in the peripherals 108, computer system112, sensor system 104, etc. The power supply 110 can include arechargeable lithium-ion or lead-acid battery for storing anddischarging electrical energy to the various powered components, forexample. In some embodiments, one or more banks of batteries can beconfigured to provide electrical power. In some embodiments, the powersupply 110 and energy source 119 can be implemented together, as in someall-electric cars.

Many or all of the functions of vehicle 100 can be controlled viacomputer system 112 that receives inputs from the sensor system 104,peripherals 108, etc., and communicates appropriate control signals tothe propulsion system 102, control system 106, peripherals 108, etc. toeffect automatic operation of the vehicle 100 based on its surroundings.Computer system 112 includes at least one processor 113 (which caninclude at least one microprocessor) that executes instructions 115stored in a non-transitory computer readable medium, such as the datastorage 114. The computer system 112 may also represent a plurality ofcomputing devices that serve to control individual components orsubsystems of the vehicle 100 in a distributed fashion.

In some embodiments, data storage 114 contains instructions 115 (e.g.,program logic) executable by the processor 113 to execute variousfunctions of vehicle 100, including those described above in connectionwith FIG. 1. Data storage 114 may contain additional instructions aswell, including instructions to transmit data to, receive data from,interact with, and/or control one or more of the propulsion system 102,the sensor system 104, the control system 106, and the peripherals 108.

In addition to the instructions 115, the data storage 114 may store datasuch as roadway maps, path information, among other information. Suchinformation may be used by vehicle 100 and computer system 112 duringoperation of the vehicle 100 in the autonomous, semi-autonomous, and/ormanual modes to select available roadways to an ultimate destination,interpret information from the sensor system 104, etc.

The vehicle 100, and associated computer system 112, providesinformation to and/or receives input from, a user of vehicle 100, suchas an occupant in a passenger cabin of the vehicle 100. The userinterface 116 can accordingly include one or more input/output deviceswithin the set of peripherals 108, such as the wireless communicationsystem 146, the touchscreen 148, the microphone 150, and/or the speaker152 to allow communication between the computer system 112 and a vehicleoccupant.

The computer system 112 controls the operation of the vehicle 100 basedon inputs received from various subsystems indicating vehicle and/orenvironmental conditions (e.g., propulsion system 102, sensor system104, and/or control system 106), as well as inputs from the userinterface 116, indicating user preferences. For example, the computersystem 112 can utilize input from the control system 106 to control thesteering unit 132 to avoid an obstacle detected by the sensor system 104and the obstacle avoidance system 144. The computer system 112 can beconfigured to control many aspects of the vehicle 100 and itssubsystems. Generally, however, provisions are made for manuallyoverriding automated controller-driven operation, such as in the eventof an emergency, or merely in response to a user-activated override,etc.

The components of vehicle 100 described herein can be configured to workin an interconnected fashion with other components within or outsidetheir respective systems. For example, the camera 130 can capture aplurality of images that represent information about an environment ofthe vehicle 100 while operating in an autonomous mode. The environmentmay include other vehicles, traffic lights, traffic signs, road markers,pedestrians, etc. The computer vision system 140 can categorize and/orrecognize various aspects in the environment in concert with the sensorfusion algorithm 138, the computer system 112, etc. based on objectrecognition models pre-stored in data storage 114, and/or by othertechniques.

Although the vehicle 100 is described and shown in FIG. 1 as havingvarious components of vehicle 100, e.g., wireless communication system146, computer system 112, data storage 114, and user interface 116,integrated into the vehicle 100, one or more of these components canoptionally be mounted or associated separately from the vehicle 100. Forexample, data storage 114 can exist, in part or in full, separate fromthe vehicle 100, such as in a cloud-based server, for example. Thus, oneor more of the functional elements of the vehicle 100 can be implementedin the form of device elements located separately or together. Thefunctional device elements that make up vehicle 100 can generally becommunicatively coupled together in a wired and/or wireless fashion.

FIG. 2 shows an example vehicle 200 that can include some or all of thefunctions described in connection with vehicle 100 in reference toFIG. 1. In particular, FIG. 2 shows various different views of vehicle200, labeled in FIG. 2 as “Right Side View,” “Front View,” “Back View,”and “Top View.” Although vehicle 200 is illustrated in FIG. 2 as afour-wheel van-type car for illustrative purposes, the presentdisclosure is not so limited. For instance, the vehicle 200 canrepresent a truck, a van, a semi-trailer truck, a motorcycle, a golfcart, an off-road vehicle, or a farm vehicle, etc.

The example vehicle 200 includes a sensor unit 202, a wirelesscommunication system 204, RADAR units 206, laser rangefinder units 208,and a camera 210. Furthermore, the example vehicle 200 can include anyof the components described in connection with vehicle 100 of FIG. 1.The RADAR unit 206 and/or laser rangefinder unit 208 can actively scanthe surrounding environment for the presence of potential obstacles andcan be similar to the RADAR unit 126 and/or laser rangefinder/LIDAR unit128 in the vehicle 100.

The sensor unit 202 is mounted atop the vehicle 200 and includes one ormore sensors configured to detect information about an environmentsurrounding the vehicle 200, and output indications of the information.For example, sensor unit 202 can include any combination of cameras,RADARs, LIDARs, range finders, and acoustic sensors. The sensor unit 202can include one or more movable mounts that could be operable to adjustthe orientation of one or more sensors in the sensor unit 202. In oneembodiment, the movable mount could include a rotating platform thatcould scan sensors so as to obtain information from each directionaround the vehicle 200. In another embodiment, the movable mount of thesensor unit 202 could be moveable in a scanning fashion within aparticular range of angles and/or azimuths. The sensor unit 202 could bemounted atop the roof of a car, for instance, however other mountinglocations are possible. Additionally, the sensors of sensor unit 202could be distributed in different locations and need not be collocatedin a single location. Some possible sensor types and mounting locationsinclude RADAR unit 206 and laser rangefinder unit 208. Furthermore, eachsensor of sensor unit 202 can be configured to be moved or scannedindependently of other sensors of sensor unit 202.

In an example configuration, one or more RADAR scanners (e.g., the RADARunit 206) can be located near the front of the vehicle 200, to activelyscan the region in front of the car 200 for the presence ofradio-reflective objects. A RADAR scanner can be situated, for example,in a location suitable to illuminate a region including a forward-movingpath of the vehicle 200 without occlusion by other features of thevehicle 200. For example, a RADAR scanner can be situated to be embeddedand/or mounted in or near the front bumper, front headlights, cowl,and/or hood, etc. Furthermore, one or more additional RADAR scanningdevices can be located to actively scan the side and/or rear of thevehicle 200 for the presence of radio-reflective objects, such as byincluding such devices in or near the rear bumper, side panels, rockerpanels, and/or undercarriage, etc.

The wireless communication system 204 could be located on a roof of thevehicle 200 as depicted in FIG. 2. Alternatively, the wirelesscommunication system 204 could be located, fully or in part, elsewhere.The wireless communication system 204 may include wireless transmittersand receivers that could be configured to communicate with devicesexternal or internal to the vehicle 200. Specifically, the wirelesscommunication system 204 could include transceivers configured tocommunicate with other vehicles and/or computing devices, for instance,in a vehicular communication system or a roadway station. Examples ofsuch vehicular communication systems include dedicated short rangecommunications (DSRC), radio frequency identification (RFID), and otherproposed communication standards directed towards intelligent transportsystems.

The camera 210 can be a photo-sensitive instrument, such as a stillcamera, a video camera, etc., that is configured to capture a pluralityof images of the environment of the vehicle 200. To this end, the camera210 can be configured to detect visible light, and can additionally oralternatively be configured to detect light from other portions of thespectrum, such as infrared or ultraviolet light. The camera 210 can be atwo-dimensional detector, and can optionally have a three-dimensionalspatial range of sensitivity. In some embodiments, the camera 210 caninclude, for example, a range detector configured to generate atwo-dimensional image indicating distance from the camera 210 to anumber of points in the environment. To this end, the camera 210 may useone or more range detecting techniques.

For example, the camera 210 can provide range information by using astructured light technique in which the vehicle 200 illuminates anobject in the environment with a predetermined light pattern, such as agrid or checkerboard pattern and uses the camera 210 to detect areflection of the predetermined light pattern from environmentalsurroundings. Based on distortions in the reflected light pattern, thevehicle 200 can determine the distance to the points on the object. Thepredetermined light pattern may comprise infrared light, or radiation atother suitable wavelengths for such measurements.

The camera 210 can be mounted inside a front windshield of the vehicle200. Specifically, the camera 210 can be situated to capture images froma forward-looking view with respect to the orientation of the vehicle200. Other mounting locations and viewing angles of camera 210 can alsobe used, either inside or outside the vehicle 200. Further, the camera210 can have associated optics operable to provide an adjustable fieldof view. Further, the camera 210 can be mounted to vehicle 200 with amovable mount to vary a pointing angle of the camera 210, such as via apan/tilt mechanism.

III. Example Communication System

In some cases, the sensor unit 202 described above in connection withFIG. 2 may include a variety of sensors, such as LIDAR, RADAR, otheroptical sensors, and/or other sensors. During the operation of thesensors, it may be desirable to communicate a large amount of databetween the sensor unit and various systems of the vehicle, such as aprocessor for processing the data from the sensor.

The sensor unit may include a rotatable set of sensors that isconfigured to rotate (e.g., 360°) about a vertical axis. Further, therotatable sensor device may include contactless electrical couplingsconfigured to transmit communications to, and receive communicationsfrom the rotatable sensor unit. For example, the communications may bedata sent to or received from the sensor unit.

FIG. 3 illustrates an example waveguide system 300 that forms thecontactless electrical coupling. The rotary joint 304 may enable therotation of the sensor platform when it is mounted to the vehicle. Aspreviously discussed, during the operation of a sensor system, it may bedesirable for the sensor system to rotate. However, the rotation maycause difficulty in the communication of signals between the sensor(which is rotating) and a processing system (which is mounted on a fixedplatform, such as a vehicle). Thus, the waveguide system 300 may be usedto couple signals between the sensor unit and the processing system, orchips communicably coupled to the sensor unit and the processing system.In one example, the rotary joint 304 may include a bearing 318 thatenables the rotation of the sensor platform. The bearing 318 may bemounted to the vehicle portion on one side and the sensor platform onthe other side. The bearing 318 may enable the sensor platform to bephysically coupled to the vehicle in a manner that enables the rotationof the sensor platform. Further, the bearing 318 may include a hollowcenter portion, into which the present bearing mount section 314 may beinserted. Bearing 318 is one example of a possible bearing for thepresent system, other shapes, sizes, and configurations of bearings arepossible as well.

In one example, the sensor unit may be a LIDAR sensor. The processingsystem may include a LIDAR processor (not shown). Due to powerrequirements of the LIDAR processor, it may be desirable to have theLIDAR processor mounted on the vehicle (i.e., the non-rotating portion).The LIDAR processor may be communicable coupled (e.g., connected withwires, fiber optics, dielectrics, etc.) to the LIDAR chip of the rotaryjoint. The LIDAR chip may communicate a signal across the rotary jointto another LIDAR chip of the sensor unit. This LIDAR chip in the sensorunit may control the operation of the LIDAR sensor. Further, the LIDARsensor may use this LIDAR chip to communicate LIDAR data back to thevehicle-mounted LIDAR chip for processing by the LIDAR processor. Thus,the present rotary joint system enables the processing system for agiven sensor to not be located on the spinning platform with the sensoritself. This may make powering the processor easier, fabrication easier,and also increase mechanical robustness of the system.

Additionally, the bearing 318 may be mechanically coupled to a motor oractuator configured to provide a rotation of the sensor platform. Insome examples, a bearing waveguide may rotate along with the sensorplatform about an axis of rotation. In other examples, the bearingwaveguide may be fixed with respect to the vehicle. In both examples,the rotary joint provides similar function.

The bearing mount section 314 may fit within a center portion of thebearing 318 and provide a bearing waveguide 302C that can communicateradio frequency signals through the rotary joint 304. The bearing mountsection 314 may be machined to have dimensions that enable it to mountwithin a center portion of the bearing 318.

Example waveguide system 300 includes circular waveguide sections asrepresentative waveguide sections, although, as noted above, other typesand shapes of waveguide sections are possible in other waveguidesystems. In particular, the waveguide system 300 includes a firstcircular waveguide section 302A, a second circular waveguide section302B, and a bearing waveguide section 302C. The first circular waveguidesection 302A and the second circular waveguide section 302B may beelectrically coupled by way of the bearing waveguide section 302C. Atthe rotary joint 304, the first circular waveguide section 302A, thesecond circular waveguide section 302B, and the bearing waveguidesection 302C may be approximately aligned based on the center axis ofthe circular portion of the waveguide.

The waveguides that form system 300 may be constructed of a metallicmaterial, a non-metallic material that has been plated with a metallicsurface, a dielectric material, a combination of these materials, orother materials that may have electromagnetic properties to contain andallow the propagation of electromagnetic signals.

In various embodiments, the rotary joint 304 may take various forms. Asshown in the figures, the rotary joint 304 may include the bearingwaveguide section 302C and a bearing mount section 314. The bearingmount section 314 may be approximately a cylindrical shape and beconfigured to mount to an internal portion of a rotational bearing.Additionally, the bearing mount section 314 may be symmetrical about aplane defined by plane 316. Further, the bearing mount section 314 mayinclude a flange portion adapted to interface with the first circularwaveguide section 302A and the second circular waveguide section 302B.The flange portion may help align the first circular waveguide section302A and the second circular waveguide section 302B with the bearingwaveguide section 302C. In some examples, the flange portion may beomitted. Additionally, the first circular waveguide section 302A, thesecond circular waveguide section 302B, and the bearing waveguidesection 302C may each have a similar diameter (or the same diameter,inclusive of machining tolerances).

In some examples, the first circular waveguide section 302A and thesecond circular waveguide section 302B may be separated from the bearingwaveguide section 302C by an air gap on the order of 1-3 millimeter (mm)when the electromagnetic energy is between 50 and 100 Ghz. The air gapdoes not have to be between 1 mm and 3 mm. In some examples, the air gapmay be bigger or smaller. In some other examples, there may not be anair gap, but rather the first circular waveguide section 302A and thesecond circular waveguide section 302B may be in contact with a flangeportion of the mount section 314.

In practice, one portion of the present waveguide system may be mountedto the vehicle while the other portion is mounted to the sensor unit.When the sensor unit is mounted the vehicle, the two portions of thewaveguide may be brought proximate to the bearing waveguide section302C, forming the air gaps. During the operation of the waveguidesystem, vibrations and the rotation of the sensor units may cause thespacing of the air gap and the alignment of the various waveguidesections to change.

As previously discussed with respect to other examples, the rotary joint304 may include a physical connection between the first circularwaveguide section 302A, the second circular waveguide section 302B, andthe bearing waveguide section 302C, possibly by way of the flangedportion of the flange portion of the mount section 314. The physicalconnection may be an abutment of the ends of the first circularwaveguide section 302A, the second circular waveguide section 302B, andthe bearing waveguide section 302C. In some additional examples, therotary joint 304 may include other components as well. For example, therotary joint 304 may include some additional components, such as abearing sleeve, slip ring, or similar structure, that help align thefirst circular waveguide section 302A and the second circular waveguidesection 302B with the bearing waveguide section 302C, while allowing forrotation.

The first circular waveguide section 302A may be coupled to a pluralityof interface waveguides, shown as interface waveguide 306A and 306C. Thesecond circular waveguide section 302B may also be coupled to aplurality of interface waveguides, shown as interface waveguide 306B and306D.

Each interface waveguide may be coupled to a communication chip having achip antenna. For example, interface waveguide 306A is coupled tocommunication chip 308A by way of chip antenna 310A, interface waveguide306B is coupled to communication chip 308B by way of chip antenna 310B,interface waveguide 306C is coupled to communication chip 308C by way ofchip antenna 310C, and interface waveguide 306D is coupled tocommunication chip 308D by way of chip antenna 310D. In some examples, asingle communication chip may have multiple antenna and therefore asingle chip may be coupled to multiple interface waveguide (as shownwith respect to FIG. 6).

The first circular waveguide section 302A may include a septum 312A andthe second circular waveguide section 302B may include a septum 312B.Each septum may be aligned in a vertical manner on a plane defined by acenter of where the interface waveguides couple to the circularwaveguide. Essentially, the septums may form a wall in the circularwaveguide between the openings of the two interface waveguides.

As so arranged, example waveguide system 300 may in some implementationsoperate such that communication chips 308A and 308C may communicate withcommunication chips 308D and 308D by way of the interface waveguides andthe three circular waveguide sections. For example, communication chip308A may transmit a signal via antenna 310A, and communication chip 308Cmay transmit a signal via antenna 310C. The signal from chip 308A may becoupled into and propagate through interface waveguide 306A, and thesignal from chip 308C may be coupled into and propagate throughinterface waveguide 308C. Each of these interface waveguides may in turnefficiently couple the two signals into circular waveguide section 302A.

In line with the discussion above, septum 312A may induce a propagationmode to each of the two signals to have orthogonal modes, after whichthe two signals may propagate down the length of the circular waveguide,through the bearing waveguide section 302C of the rotary joint, toseptum 312B. The two signals having orthogonal modes at this point mayenable septum 312B to divide the signals based on the respective modes,and, in turn, couple one of the divided signals to interface waveguide306B, and couple the other of the divided signals to interface waveguide306D. The signals may then propagate through the respective interfacewaveguides to be coupled into the communication chips 308B and 308D,which receives the signals via antennas 310B and 310D, respectively.

FIG. 4A illustrates an example microchip 402 having an antenna 404. Theantenna 404 may be used by the microchip 402 to communicate signals outof and into the microchip 402. Often, and especially at radiofrequencies, the interface to and from a microchip may be inefficientand or difficult to design. Therefore, to improve chip communications,microchips may include antennas that can communicate signals tocomponents external to the microchip.

In conventional systems, an external component may have an antenna thatreceives the signal output by the antenna of the microchip (or theexternal antenna can transmit a signal to be received by the antenna ofthe microchip). The present system uses a waveguide to directly harvestthe electromagnetic energy transmitted by the antenna of the microchip.By using a waveguide to harvest the energy, the system may be able tocommunicate signals from the microchip to other various components in anefficient manner.

FIG. 4B illustrates an example microchip 452 having two antennas 454Aand 454B. The example microchip 452 also includes a grounding portion456 located between the two antennas 454A and 454B. Microchip 452 mayinclude two (or more) antennas, each of which functions in a similarmanner to the antennas of microchip 402. Each antenna of microchip 452may be coupled to a respective interface waveguide. In addition,microchip 452 may have a grounding portion 456. The grounding portion456 may be coupled to the waveguide structure disclosed herein. Bygrounding the grounding portion 456 to the waveguide structure, the twoantennas may be sufficiently isolated from each other. When the twoantennas are isolated from each other, each antenna may not receive (orreceive a small portion of) signals communicated to or from the otherrespective antenna.

FIG. 5 illustrates an example septum 504 of a waveguide 502. As shown,the septum may have a stepped pattern. The septum 504 may be constructedof a metallic material, a non-metallic material that has been platedwith a metallic surface, a dielectric material, a combination of thesematerials, or other materials that may have electromagnetic propertiesto alter electromagnetic signals. The stepped pattern may cause a signalthat begins propagation on one side of the septum to have an orthogonalmode to a signal that begins propagation on the other side of theseptum. Similarly, the stepped pattern may be able to splitelectromagnetic energy based on the modes contained in the energy. Thestepped pattern may cause a portion signal that has a first mode tocontinue propagation on one side of the septum and may cause a portionsignal that has a second mode to continue propagation on the other sideof the septum.

Through the use of the septum separating the propagation modes, twochips who are in communication with each other by way of the presentwaveguide structure may remain in communication irrespective of therotation of the waveguides. Therefore, signals sent by an antenna of onechip may be able to be received by the corresponding chip throughout theentire rotation. Although the present septum is shown having the steppedpattern, other shapes may be used as well. In some examples, or whereorthogonality is not desired, the septum may be omitted.

FIG. 6 illustrates another example waveguide system 600 that forms thecontactless electrical coupling. The waveguide system 600 includes afirst circular waveguide section 602A, a second circular waveguidesection 602B, and a bearing waveguide section 602C. The first circularwaveguide section 602A and the second circular waveguide section 602Bmay be electrically coupled by way of the bearing waveguide section 602Cof the rotary joint 604.

The first circular waveguide section 602A may be coupled to a pluralityof interface waveguides, shown as interface waveguides 606A and 606C.The second circular waveguide section 602B may also be coupled to aplurality of interface waveguides, shown as interface waveguide 606B and606D.

Each interface waveguide may be coupled to a communication chip having achip antenna. For example, interface waveguide 606A is coupled tocommunication chip 608A by way of chip antenna 610A, interface waveguide606C is coupled to communication chip 608A by way of chip antenna 610C,interface waveguide 606B is coupled to communication chip 608B by way ofchip antenna 610B, and interface waveguide 606D is coupled tocommunication chip 608B by way of chip antenna 610D. The first circularwaveguide section 602A may include a septum 612A and the second circularwaveguide section 602B may include a septum 612B.

As so arranged, example waveguide system 600 may operate similarly toexample waveguide system 300 described above (e.g., signals maypropagate through the system and be caused to have orthogonal modes),except with a single communication chip 608A (such as microchip 452 ofFIG. 4B) transmitting the initial signals via antennas 610A and 610C anda single communication chip 608B receiving the split signals viaantennas 610B and 610D. For brevity, the bearing 318 (of FIG. 3) isomitted from FIG. 6.

Additionally, more chips and antennas may be included as well. Eachantenna may be coupled to its own respective interface waveguide. Insome examples, there may be four antennas, and four interface waveguideson each side of the waveguide system. Other possible examples arepossible as well.

Many variations on the above-described implementations are possible aswell, each advantageously and reliably providing communications betweenthe vehicle and at least one sensor. In one implementation, forinstance, either the vehicle side or the sensor side may not include aset of receiving chips. For example, the vehicle may include a set ofchips configured to transmit signals through a waveguide system similarto that described herein for direct receipt by a radar unit (e.g., RADARunit 126 of FIG. 1). As a result, the radar unit may receive signalswith less signal loss and/or other changes than if a receiving chip hadreceived the signals and coupled them to the radar unit. The presentsystem may be used with radar units, LIDAR units, camera units, or othersensor units of the vehicle as well.

FIG. 7 illustrates an example method. At block 702, the methodtransmitting into a first interface waveguide of a first plurality ofwaveguides of a first electrical coupling, first electromagneticsignals. The transmitting may be performed by a first antenna of a firstset of one or more communication chips, such as a microchip. The firstinterface waveguide may be designed in a way to attempt to maximize theamount of energy that is transmitted by antenna that couples into thewaveguide. The signal may couple into a first end of the first interfacewaveguide.

At block 704, the method includes transmitting into a second interfacewaveguide of the first plurality of waveguides of the first electricalcoupling, second electromagnetic signals. The transmitting may beperformed by a second antenna of a first set of one or morecommunication chips, such as a microchip. The first interface waveguidemay be designed in a way to attempt to maximize the amount of energythat is transmitted by antenna that couples into the waveguide. Thesignal may couple into a first end of the second interface waveguide. Insome examples, the first set of one or more communication chips includesa single communication chip. In some other examples, the first set ofone or more communication chips includes two communication chips.

At block 706, the method includes coupling the first and secondelectromagnetic signals into a first waveguide section. The coupling maybe performed by the first plurality of waveguides. The first waveguidesection includes a first distal end bordering a bearing waveguide of arotary joint, a first proximal end to which the first plurality ofinterface waveguides are coupled, and a first septum. The coupling fromthe interface waveguides may cause the signal received from themicrochip to start propagating in the waveguide.

At block 708, the method includes inducing a respective mode into eachof the first and second electromagnetic signals from the first pluralityof interface waveguides. The inducing modes may be performed by a thefirst septum. Additionally, a first mode of the respective modes isorthogonal to the second mode of the respective modes. For example, asignal from an interface waveguide may have a first mode induced by theseptum and a signal from another interface waveguide may have a secondmode induced by the septum. Because the modes may be orthogonal to eachother, the original signals may be retrieved (at a later block) based onthe septum dividing the signal based on modes.

At block 710, the method includes coupling the first and secondelectromagnetic signals from the first waveguide section to the bearingwaveguide section of the rotary joint. The bearing waveguide section mayform part of a rotary joint, and the bearing waveguide section includesa first end coupled to the first waveguide section and a second endcoupled to a second waveguide section. The rotary joint, including thebearing waveguide, is configured to allow the first electrical couplingto rotate with respect to the second electrical coupling.

At block 712, the method includes coupling the first and secondelectromagnetic signals from the bearing waveguide section to a secondwaveguide section. The second waveguide section may form part of asecond electrical coupling and includes a second distal end, a secondproximal end to which a second plurality of interface waveguides arecoupled, and a second septum.

At block 714, the method includes dividing the first and secondelectromagnetic signals received from the bearing waveguide section tothe second plurality of interface waveguides. The dividing of block 714may be performed by a second septum. Dividing the first and secondelectromagnetic signals to the second plurality of interface waveguidesmay include (i) coupling a first subset of the first and secondelectromagnetic signals into a third interface waveguide of the secondplurality of interface waveguides such that the first subset of thefirst and second electromagnetic signals is coupled having the firstmode and (ii) coupling a second subset of the first and secondelectromagnetic signals into a fourth interface waveguide of the secondplurality of interface waveguides such that the second subset of thefirst and second electromagnetic signals is coupled having the secondmode that is orthogonal to the first mode.

At block 716, the method includes coupling, by the second plurality ofwaveguides, the first and second subsets of the first and secondelectromagnetic signals to a third antenna of a second set of one ormore communication chips and a fourth antenna of the second set of oneor more communication chips. In some examples, the second set of one ormore communication chips includes a single communication chip. In someother examples, the second set of one or more communication chipsincludes two communication chips.

Therefore, method 700 enables two microchips to be in radio frequencywith each other even while one of the two microchips is mounted on arotating platform. In some examples, signals may not originate or end atmicrochips. Other structures may be used to launch or receive signalsfrom the interface waveguides. For example, a radar signal generator andreceiver may be coupled to one interface waveguide. On the other end maybe a radar antenna. By way of the present system, the radar antenna maybe on a rotating platform while maintaining communication with the radarsignal generator and receiver.

In some other examples, there may be multiple interface waveguides oneach end of the waveguides. In these examples, due to creatingorthogonal signals, multiple signals may be communicated through therotary joint and recovered separately after the rotary joint. In someother examples, the radiating may be performed in both directionssimultaneously, with one signal propagating in one direction and anothersignal propagating in the other direction. When transmitting signals inboth directions simultaneously, the system may operate in a full-duplexmode with two different channels.

In some further examples of the method, the first set of one or morecommunication chips is coupled to a sensor unit attached to a vehicleand the second set of one or more communication chips is coupled to thevehicle at a location different from the sensor unit, and as previouslydiscussed, the communication system enables two-way communicationbetween the vehicle and the sensor unit. In some examples, the first setof one or more communication chips are part of a light detection andranging (LIDAR) sensor included in the sensor unit.

In some further additional examples of the method, the method may alsoinclude providing a rotation of the bearing waveguide with respect tothe first waveguide section and/or providing a rotation of the bearingwaveguide with respect to the second waveguide section. Additionally,the first and second electromagnetic signals of the method may have afrequency between 50 and 100 Gigahertz.

While various example aspects and example embodiments have beendisclosed herein, other aspects and embodiments will be apparent tothose skilled in the art. The various example aspects and exampleembodiments disclosed herein are for purposes of illustration and arenot intended to be limiting, with the true scope and spirit beingindicated by the following claims.

What is claimed is:
 1. A radar system comprising: a non-rotational unithaving a first waveguide section; a rotational unit having a secondwaveguide section; and a rotary joint having a bearing waveguide locatedin a center portion of a rotational bearing of the rotary joint, whereinthe rotational bearing is configured to allow the rotational unit torotate with respect to the non-rotational unit, wherein the bearingwaveguide is aligned with the first waveguide section and the secondwaveguide section such that electromagnetic signals is able to propagatebetween the rotational unit and the non-rotational unit, and wherein therotational unit includes one or more antennas configured to transmitelectromagnetic signals as radar signals.
 2. The radar system of claim1, wherein the non-rotational unit is coupled to a vehicle in a fixedposition.
 3. The radar system of claim 1, wherein the rotational unitfurther includes one or more antennas configured to receive radarreflections from an environment such that the radar reflectionspropagate as electromagnetic energy from the rotational unit to thenon-rotational unit.
 4. The radar system of claim 1, wherein the one ormore antennas comprises: a plurality of radar antennas arranged into oneor more antenna arrays.
 5. The radar system of claim 1, wherein thenon-rotational unit includes a printed circuit board.
 6. The radarsystem of claim 1, further comprising: a bearing mount sectionconfigured to mount to the center portion of the rotational bearing. 7.The radar system of claim 6, wherein the bearing mount section comprisesa flange portion, wherein the flange portion is adapted to interfacewith the first waveguide section and the second waveguide section, andwherein the flange portion aligns the first waveguide section and thesecond waveguide section with the bearing waveguide.
 8. The radar systemof claim 7, wherein the first waveguide section and the second waveguidesection are in mechanical contact with the flange portion.
 9. The radarsystem of claim 1, wherein the first waveguide section and the secondwaveguide section are separated from the bearing waveguide section by anair gap.
 10. The radar system of claim 1, wherein the first waveguidesection, the second waveguide section, and the bearing waveguide areconfigured to propagate a frequency between 77 and 81 Gigahertz.
 11. Theradar system of claim 1, wherein the bearing waveguide is configured torotate with respect to the first waveguide section.
 12. The radar systemof claim 1, wherein the bearing waveguide is configured to rotate withrespect to the second waveguide section.
 13. The communication system ofclaim 1, wherein the first waveguide section, the second waveguidesection, and the bearing waveguide are circular waveguides.
 14. Avehicle comprising: a computing device; a radar unit couple to thevehicle, wherein the radar unit comprises: a non-rotational unit havinga first waveguide section; a rotational unit having a second waveguidesection; and a rotary joint having a bearing waveguide located in acenter portion of a rotational bearing of the rotary joint, wherein therotational bearing is configured to allow the rotational unit to rotatewith respect to the non-rotational unit, wherein the bearing waveguideis aligned with the first waveguide section and the second waveguidesection such that electromagnetic signals is able to propagate betweenthe rotational unit and the non-rotational unit, and wherein therotational unit includes one or more antennas configured to transmitelectromagnetic signals as radar signals.
 15. The vehicle of claim 14,wherein the non-rotational unit is coupled to the vehicle in a fixedposition.
 16. The radar system of claim 1, wherein the rotational unitfurther includes one or more antennas configured to receive radarreflections from an environment such that the radar reflectionspropagate as electromagnetic energy from the rotational unit to thenon-rotational unit.
 17. The radar system of claim 1, wherein the one ormore antennas of each radar unit comprises: a plurality of radarantennas arranged into one or more antenna arrays.
 18. A methodcomprising: coupling electromagnetic signals between a non-rotationalunit and a rotational unit via a rotary joint, wherein thenon-rotational unit includes a first waveguide section, the rotationalunit includes a second waveguide section, and the rotary joint includesa bearing waveguide located in a center portion of a rotational bearingof the rotary joint, wherein the rotational bearing is configured toallow the rotational unit to rotate with respect to the non-rotationalunit, and wherein the bearing waveguide is aligned with the firstwaveguide section and the second waveguide section such thatelectromagnetic signals is able to propagate between the rotational unitand the non-rotational unit; and causing one or more antennas totransmit the electromagnetic signals as radar signals, wherein the oneor more antennas are located on the rotational unit.
 19. The method ofclaim 18, further comprising: receiving reflection signals correspondingto the radar signals via the one or more antennas; and coupling thereflection signals as electromagnetic signals between the rotationalunit and the non-rotational unit via the rotary joint.
 20. The method ofclaim 18, further comprising: causing the rotational unit to adjust afield of view of the one or more antennas.